Put the sole of your size 10½ on the rubberized STAB TRIM wheel.
If the STAB TRIM is running away one direction or the other, what do you do? Sit there with your thumb up and locked and say, "Gee, will ya look at that!" Or, run the only QRH checklist that offers the slightest possible solution.
Pilot Error! That was all it was.
I won't debate this further.
SRM & ScepticalOptimist: You are spot on.
Lastly, for all those quick to bash Boeing, as in
Gordonfvckingramay above, who wrote, "This is the first time that an aircraft manufacturer knew about a potentially deadly issue and still said “fvck it, release as is”" Complete rubbish! I will repeat for emphasis, Complete rubbish!
Would you be at all aware that airlines send their golden-haired boys, often senior Check Airmen, Chief Pilots, senior First Officers to Boeing to take delivery of a new aeroplane? Those who make that trip plan a little shopping before they go, but they tend to be top Pilots with an airline. They will go through every Aircraft Logbook page, every Boeing Airplane Flight Manual, systems, FMCs, thorough preflight inspection with Boeings best at hand to answer any questions, may even go to the Simulator, then they go for a at least one Test Flight with Boeing Test Pilots to put the aircraft through its paces. No stone gets unturned. All that and more, before the aircraft is accepted for delivery by the airline's designated acceptance crew, then they will fly that aircraft to their home country.
Do yas thinks the MCAS might have been an issue then or show some odd or unexpected behavior, then?
So, may I offer a wee bit of advice, after 36 years flying? Please give Pilot reports, in flight. Please write up even suspected defects or faults. Try to meet the Crew taking the aircraft from you and word up the Captain, "this is what I discovered". I have had crew experience a lightning strike and just walk away from the aeroplane -and, much worse.
Try to look after one another.
When you are required to do CBT on aircraft systems, try to stay awake and pay attention and try to understand the systems and how they inter-relate.
My first airline job, my first Ground School, a crusty ol' former Navy Flight Engineer was trying to explain to the class how some electronic component worked. I raised my hand and told him that he was not correct. Of course, the immediate reaction was to make the new guy look like an idiot. I was an Army-trained Maintenance Officer and Maintenance Test Pilot + I had an Aircraft Mechanic License. I insisted. He replied that he would check, during break and get back to me. Of course, I was correct. The point is there is a whole lot of misinformation out there, based on a whole lot of misunderstanding or poor training in the first instance. Do not be afraid to ask if you do not know or if you do, don't be afraid to challenge conventional wisdom.
Once upon a time, I was a First Officer flying a Boeing 747-200 across the Pacific, when I barely caught a glimpse of a flashing GS-2 light on the Master Caution Panel. I asked the Captain and FE immediately, "Did you see that?" No they hadn't. It happened again along with a clacking sound beneath my seat. For whatever reason, I was reaching for my Oxygen Mask, when the Cabin suddenly depressurized. As a First Officer, you cannot be asleep over there in the Right Hand Seat. Speak up. The second moral of that story is inter-related systems. A Ground Proximity Switch failed, making the Boeing 747-200 think it was on the ground . . . all that systems stuff is inter-related. Study. Study more. Study until it makes sense and you have a lightbulb moment.
I definitely was not the best pilot out there, especially flying jet aircraft. After all, I started my career as an Army helicopter Pilot. I did not have the normal evolution in an airline to command. My first command of any transport-category jet was the Boeing 747-400. I wish I had flown fighters or transports in the Air Force, then DC-9s or 737s or 727s, before going onto the jumbo, but it was not my fate. I went straight from steam-power to a glass cockpit -as a Captain. You CAN do that in a Boeing.
Boeing designs beautiful, reliable, solid, pilot-friendly airplanes.
Lastly, once upon a time, before my airline career, I worked for a Defense Industrial giant who also built some very famous aircraft. Very early in my employment I was required to attend classes on corporate ethics and accountability and reporting any breaches. Boeing purchased many parts of my former employer and took on many of their employees.
I have absolute confidence in Boeing and the Federal Aviation Adminstration. I am a true believer.
The two Boeing 737 Max crashes were due to Pilot Error and only Pilot Error . . . I do not care what the Hudson hero opines. I preferred to fly over or under flocks of birds, rather than through them. A flock of geese is not 1000 feet deep. If you are paying attention, proactively scanning the horizon, using a proper scanning technique and not fixated on a bug on the windscreen, or sightseeing, then a slight push-over or pull back and you can miss a flock of birds. I am am full of it right? Check this out and tell me what the depth of a flock of geese is.
https://citeseerx.ist.psu.edu/viewdo...=rep1&type=pdf